Suspension of vehicle wheel, especially of vehicle for rough terrain driving

ABSTRACT

The present disclosure relates to the suspension ( 1, 6, 7, 8, 9 ) of the wheel ( 3 ) of vehicle, especially of vehicle for rough terrain driving, including the helical spring ( 11, 65, 71, 81, 91 ) arranged between two members of suspension ( 1, 6, 7, 8, 9 ) of the wheel ( 3 ). Hereat one end of the spring ( 11, 65, 71, 81 ) is coupled with moveable member ( 2 ) of suspension ( 1, 6, 7, 8 ) of the wheel ( 3 ), and the second end of spring ( 11, 65, 71, 81 ) is coupled with the controlled member ( 102 ) of rolling kinematic couple, whose rolling surface engages with convex rolling surface ( 5 ) of controlling member ( 101 ) of rolling kinematic couple, which is mounted on the basic member ( 4 ) of suspension ( 1, 6, 7, 8 ) of the wheel ( 3 ). Or one end of the spring ( 91 ) is coupled with the basic member ( 4 ) of suspension ( 9 ) of the wheel ( 3 ), and the second end of the spring ( 91 ) is coupled with the controlled member ( 102 ) of rolling kinematic couple, whose rolling surface engages with convex rolling surface ( 5 ) of the controlling member ( 101 ) of the rolling kinematic couple, which is mounted on the moveable member ( 2 ) of suspension ( 9 ) of the wheel ( 3 ).

TECHNICAL FIELD

The invention relates to the suspension of vehicle wheel, especially ofvehicle for rough terrain driving, comprising a helical spring arrangedbetween two members of wheel suspension.

BACKGROUND ART

The wheels of wheeled vehicles are towards the vehicle chassis mountedon suspensions, whose task is to provide for the vehicle towards thedriving surface a support, which enables a springy and simultaneouslydamped mounting of the spring loaded section of the vehicle towards theterrain, and as regards the driving wheel, it secures transmission ofthe driving force to the driving surface.

Each suspension is formed of a kinematic system of rigid bodies, whichensures a definite guidance of the wheel towards the vehicle chassis,and of springy and damping means, which ensure a dynamic transmission offorce reaction being induced between the driving surface and thetravelling wheel on the vehicle chassis. There exists a great number ofkinematic schemes in suspension of wheels. The currently usedsuspensions, for example the parallelogram, trapezoidal, telescopic(McPherson), pendulous, crank, angle, are characterized by both positiveand negative specific characteristics. The basic requirement is theminimum change in geometry of undercarriage at springing action, i.e. atdeflection of suspension from the nominal position. These are mostly thechanges in wheel gauge and in wheel base and the change in position ofthe side plane of the wheel with respect to the vertical longitudinalsymmetry plane of vehicle.

At vehicles designated for driving on roads the change of theseparameters is small, which is given by low values of expected springingaction. Minor driving surface irregularity does not required applicationof springy and damping means featuring great travels, while the extremepositions of suspensions towards the vehicle chassis are then defined bymeans of bump stops.

Other situation is at vehicles destined for operation outside the roadsin a free terrain, where a great travel in suspension is one of thebasic required characteristics of the vehicle undercarriage. Geometry ofkinematic arrangements of the known types of suspensions by itselfenables the great travel without problems. The limiting elements in thissection of undercarriage is the spring of suspension and shock absorberof suspension, quite frequently these means are being integrated intothe springy and damping unit.

Extreme positions of the axle are illustrated on an example of the cranksuspension of the rear rigid axle being suspended by means of a centralspringy and damping unit mounted in vertical longitudinal symmetry planeof a terrain vehicle (FIG. 1 a, 1 b). It is apparent that the workingtravel of the spring being limited by its extreme positions is veryshort by which it restricts the wheel travel. Such arrangement ispractically not applicable for an off-road vehicle.

In principle, the background art uses two solutions of this problem.

The first design at the same positioning of the lower end of the springyand damping unit on the crank of the suspension utilises a long springwith a greater number of coils. Having not changed diameter of the wireand the spring, its rigidity is reduced which at the same time enables agreater travel. Nevertheless the long spring is unstable in sidedirection, which complicates the stress of material and reduces thespring life. Simultaneously, mounting of an upper end of the longspringy and damping unit causes the structural problems from the pointof view of requirements as to space.

The second solution utilises a short spring. In this case it isnecessary to transfer the connection of the lower end of the springy anddamping unit to the crank of the suspension closer to axis of crankswinging. In this case the stress of the spring increases substantially,therefore the spring must be made of a thicker wire. High rigidity ofthe spring increases bending stress of the crank, which must be moredimensioned. Through this the unsprung mass of axle is increased withall negative consequences as to controlling comfort. None of thesesolution remedies the basic problem, which is the loss of adhesion andthus loss of the propulsive effect of the axle in area of maximum lengthof springy and damping unit, when the force produced by the spring isthe smallest. On the contrary, in the area of minimum length of thespringy and damping unit the forces transferred into the structure ofvehicle are extremely great and require a huge dimensioning of theadjacent parts of vehicle.

The goal of the invention is to eliminate or at least reduceshortcomings of the background art, first of all through the structuralarrangement to better use the possibilities, which are provided by thespring for springing of a vehicle.

PRINCIPLE OF THE INVENTION

The goal of the invention has been achieved by the suspension of vehiclewheel comprising the helical spring, whose principle consists in that,one end of the spring is coupled with moveable member of the wheelsuspension, and the second end of the spring is coupled with thecontrolled member of rolling kinematic couple, whose rolling surfaceengages with convex rolling surface of the controlling member of therolling kinematic couple, which is mounted on the basic member of thewheel suspension.

The moveable member is for example the crank of the crank suspension orthe lower arm of parallelogram suspension, whereas the basic member, asa rule, is connected with the vehicle chassis. This arrangementsimplifies the structure of the moveable member, at the same timemounting of the controlling member of the rolling kinematic couple onthe basic member, which in this case is substantially immovable, issimple as well.

The goal of the invention has also been achieved by the suspension ofvehicle wheel comprising the helical spring, whose principle consists inthat, one end of the spring is coupled with the basic member of wheelsuspension and the second end of the spring is coupled with thecontrolled member of the rolling kinematic couple, whose rolling surfaceengages with convex rolling surface of the controlling member of therolling kinematic couple, which is mounted on the moveable member of thewheel suspension.

This solution reduces the unsprung mass of vehicle and simultaneouslyreduces the demand as to space. Preferably, the moveable member is thecrank of the crank suspension.

The controlling member of the rolling kinematic couple is on the basicor moveable member of the wheel suspension mounted in a fixed manner,which is simple from the design point of view.

The controlling member of the rolling kinematic couple in an alternativeembodiment on the basic or moveable member is mounted in a movingmanner, through which a greater travel of wheel with respect to thevehicle chassis is achieved.

In case of moveable mounted controlling member of the rolling kinematiccouple it is advantageous, if this controlling member is coupled withanother member of the wheel suspension to derive its motion with respectto the member of the suspension, on which the controlling member ismounted. It is especially advantageous, if for this purpose it iscoupled with individual propulsion. Through a controlled motion of thecontrolling member of the rolling kinematic couple there may be achievedan optimum course of spring compression, by means of which either thevehicle spring suspension for various types of driving surfaces may beadjusted, or continuously during driving the sprung parts of vehicle maybe maintained in the desired stabilised position.

Preferably, in the sophisticated embodiment, the individual propulsionserving to derive motion of the controlling member of the rollingkinematic couple is controlled by a system of automatic control ofstabilised position of the vehicle parts coupled with the basic member.This enables to maintain a stable, usually horizontal position of thevehicle chassis.

The controlled member of the rolling kinematic couple is a rack bar,whose rolling surface engages with convex rolling surface of thecontrolling member of the rolling kinematic couple, whereas the convexrolling surface is a toothed one. In this case the controlling member isthe tooth wheel or at least its segment.

It is also preferred, if the controlled member of the rolling kinematiccouple is a flexible member, whose rolling surface engages with convexrolling surface of the controlling member of the rolling kinematiccouple, while the shape of surface respective to the convex rollingsurface corresponds to the shape of surface of the corresponding rollingsurface of the flexible member, and the flexible member is attached withits end to the convex rolling surface of the controlling member.

At motion of the moveable member of suspension with respect to themember on which it is mounted, the flexible member is being wound on theconvex rolling surface of the controlling member, which reduces demandas to installation space of the suspension.

It is also preferred, when a mutual tangent position of the rollingsurface of the controlled member of the rolling kinematic couple and theconvex rolling surface of the controlling member of the rollingkinematic couple is ensured through a linear guidance. This, especiallyin some embodiments enables geometrically perfect engagement of thecontrolling and controlled member of the rolling kinematic couple.

The principle advantage of the solution according to the invention isincrease in travel of the vehicle wheel while preserving the adhesionwithout increasing the structural length of the spring due tointeraction of members of wheel suspension mechanism with the rollingkinematic couple. Through a suitable shaping and propulsion of thecontrolling member of the rolling kinematic couple the controlledcompression of the spring may be secured, and thus also a controlledcourse in characteristics of great travel of the suspended wheel atdriving over a rough terrain. In most embodiments the suspension is of acompact, technologically advantageous shape with minimum demand as toinstallation space and the forces through which the suspension actstowards the vehicle chassis are concentrated into sufficientlydimensioned parts of vehicle.

DESCRIPTION OF THE DRAWING

Exemplary embodiments of arrangement of the vehicle wheel suspension andits springing are schematically represented in the drawing where thefigures “a” represent the suspension position before the wheel drivesover the elevation of the driving surface, and the figures “b” positionof suspension at the moment when the wheel is on elevation of thedriving surface, whereas the travel of the driving wheel is marked incompliance with numbers of figures “H1” to “H7”. The

FIG. 1 represents the structure of a crank suspension according to thebackground art, further figures represent an alternative embodimentaccording to the invention, where the

FIG. 2 represents the crank suspension with the springy and damping unitcoupled with the rack (toothed bar) in a function of controlled memberof the rolling kinematic couple and the non-moveable toothed segment inthe function of controlling member of the rolling kinematic couple, the

FIG. 3 the crank suspension with the springy and damping unit coupledwith the rack and the moveable toothed segment, the

FIG. 4 the parallelogram suspension with springy and damping unitcoupled with the rack and the immovable toothed segment, the

FIG. 5 suspension of McPherson axle with springy unit coupled with oneend of the flexible controlled member of the rolling kinematic couple,whose second end is attached to a cylindrical rolling surface of thecontrolling member of the rolling kinematic couple, on which it is beingwound during springing, the

FIG. 6 represents the parallelogram suspension with the springy anddamping unit coupled with the rack and the moveable toothed segmentmounted on the basic member outside the swing axis of suspension arms,and the

FIG. 7 the crank suspension with the springy and damping unit anchoredon the basic member and coupled with one end of the flexible controlledmember of the rolling kinematic couple, whose second end is connectedwith the controlling member of the rolling kinematic couple, to whosecurvature rolling surface with a non-constant diameter of curve it iswound during springing, while the controlling member of the rollingkinematic couple is mounted in a immovable manner on the crank ofsuspension.

EXAMPLES OF EMBODIMENT

The FIG. 2 a, 2 b show an exemplary embodiment of invention for thecrank suspension of a rear rigid axle of an off-road vehicle, ATVquadricycle or for suspension of a rear wheel for terrain motorcycle.

The spring-loaded crank suspension 1 comprises the moveable member 2formed of body 21, which on one of its end carries the shaft ofcontrolling wheel 3 and with its second end it is mounted on the basicmember 4 in a swinging manner around axis 41. Inside the body 21 thereis mounted the springy and damping unit formed of compression helicalspring 11 and of fluid shock absorber 12 arranged axially with thespring 11, while the cylinder 13 of the fluid shock absorber 12 isconnected with the body 21. The compression helical spring 11 with itsend adjacent to the wheel 3 is resting against the fixed support 14attached in the body 21 of the spring-loaded crank suspension 1. Thesecond end of the spring 11 is in contact with the shifting support 15in a fixed manner connected with the piston rod 16 of the fluid shockabsorber 12, which is in a fixed manner connected with the rack 17 in asliding manner mounted in the linear guidance 18 in the body 21 of thespring-loaded crank suspension 1. On the basic member 4 in a fixedmanner is mounted the gear segment 42, whose axis is identical with theaxis 41 of the swinging motion of the body 21 towards the basic member4. The rack 17 engages with its gearing with gearing of the gear segment42.

The gear segment 42 functioning as the controlling member 101 and therack 17 functioning as the controlled member 102 form the rollingkinematic couple, whereas the gearing of the segment 42 represents itsconvex rolling surface 5.

In position of the wheel 3 before a protruding terrain unevenness thespring 11 is of maximum or nearly maximum length, and the shiftingsupport 15 together with the piston rod 16 of fluid shock absorber 12and the rack 17 in the body 21 is in vicinity of the extreme position onthe side adjacent to the basic member 4. Upon driving of the wheel 3 upa bump having height H2, the wheel 3 due to generated reaction force ispressed in direction upwards and it performs a vertical travel H2 withrespect to the basic member 4. At the same time the rack 17 rolls alongthe gear segment 42 and simultaneously inserts the piston rod 16 of thefluid shock absorber 12 into cylinder 13 of the fluid shock absorber 12and by means of the shifting support 15 compresses the spring 11. Theforce of the spring 11 is being increased till the moment of balance indynamic force of the body 21. The dependence of force of the spring 11on an angle position of the body 21 of the spring-loaded cranksuspension 1 forming the crank of the suspension is uniquely given bycharacteristic of the spring 11 and by kinematic dependence of axialposition of the rack 17 on the angle position of the body 21. Thisdependence may be determined from transmission of the rolling kinematiccouple, whose controlling member 101 is the gear segment 42 and thecontrolled member 102 is the rack 17.

In the not represented embodiment the gear segment 42 and the rack 17may be superseded by a segment of chain wheel and two-way load carryingchain, whereas the linear guidance 18 is modified in appropriate manner.With its free end the chain is attached to the segment of a chain wheel,with its convex rolling surface it engages. Advantage of thisalternative consists in that, the chain is partially wound oncircumference of the chain segment and the solution does not requirespace in the basic member 4, into which in the represented embodimentextends the end of the rack 17.

At the same compression of springs of the springy and damping unit areachieved the travels H1, H2 of the wheel 3 initiated by various heightsof unevenness of the driving surface. Comparison of embodiment accordingto the background art (travel H1, FIG. 1 a, 1 b) and embodimentaccording to the invention (for example travel H2, FIG. 2 a, 2 b)indicates an obvious advantage of the new solution. A higher travel H2of the wheel 3 is achieved, without necessity to install an inadequatelong spring between the moveable member 2 formed of a crank of thesuspension and the basic member 4.

Arrangement represented in the FIG. 3 a, 3 b is a modification of thedescribed embodiment. The gear segment 42 of the controlling member 101is here mounted rotatably around the axis 41 of swinging mounting of thebody 21 of the moveable member 2 on the basic member 4 and it may turne.g. within the range given by the total sum of dark sectors 43, 44represented in the drawings. Upon driving of the wheel 3 onto elevationthe gear segment 42 shall compulsory turn in the same direction as thebody 21 creating the moveable member 2 of the spring-loaded cranksuspension 1, by which at the same compression of the spring 11 thetravel H3 of the wheel 3 being higher than the travel H2 from the FIG. 2b shall be achieved. This motion of the gear segment 42 may be coupledin a not represented manner with an angle travel of the body 21 of thespring-loaded crank suspension 1 with respect to the basic member 4, orit may be generated by the not represented individual motoricpropulsion. In a more advanced embodiment this propulsion is controlledby the not represented automatic control system of stabilised positionof the basic member 4.

Also in this embodiment the gear segment 42 exerts the function ofcontrolling member 101 and the rack 17 the function of controlled member102 of the rolling kinematic couple, while gearing of the segment 42represents its convex rolling surface 5.

Applicability of this invention is not limited to cranked suspensions ofthe driving wheels only. The FIG. 4 a, 4 b represents an alternative ofthe parallelogram suspension 6, whose lower spring-loaded arm is amoveable member 2 of suspension mechanism, which corresponds to theabove described spring-loaded crank suspension 1. The moveable member 2is formed of a body 60, which by its one end is connected in articulatedmanner to the pitman 61, which carries the wheel 3 and its accessories.By its second end the body 60 is in articulated manner connected to thebasic member 4. Inside the body 60 with it there is connected thecylinder 62 of the fluid shock absorber 63 and the fixed support 64,against which there is resting one end of the compression helical spring65 arranged axially with the cylinder 62 of the fluid shock absorber 63.The second end of the spring 65 is in contact with the shifting support66 being in infixed manner connected with the piston rod 67 of the fluidshock absorber 63. The piston rod 67 of the fluid shock absorber 63 isin a fixed manner connected with the rack 68 of the controlled member102 being in a shifting manner mounted in the linear guidance 69 in thebody 60 of lower spring-loaded arm. On the basic member 4 in therotation axis 41 of swinging mounting of the body 60 of the moveablemember 2 there is mounted the fixed, possibly rotating gear segment 42of the controlling member 101, with its gearing the rack 68 is inengagement.

Functioning of embodiment according to the FIG. 4 a, 4 b corresponds tothe above mentioned described device represented in the FIG. 2 a, 2 bfor the immovable gear segment 42, and in the FIG. 3 a, 3 b for themoveable gear segment 42. The gear segment 42 as a controlling member101 and the rack 68 as a controlled member 102 create the rollingkinematic couple, whereas the gearing of the segment 42 is its convexrolling surface 5.

The FIG. 5 a, 5 b represents an exemplary embodiment of the inventionwith the suspension 7 of McPherson type with lower spring-loaded arm 2formed of the body 70, in which there is positioned the compressionhelical spring 71 resting with its end adjacent to the basic member 4against the fixed through support 72. The second end of the compressionhelical spring 71, adjacent to the wheel 3, is in contact with theshifting support 73, to which there is with its one end attached therope 74, passing through the cavity of the compression helical spring71. With its second end the rope 74 is attached to a cylindrical rollingsurface 5 of the segment 45, on which upon motion of the wheel 3 upwardsit is being wound.

The segment 45 here fulfils function of the controlling member 101 ofthe rolling kinematic couple, and the rope 74 fulfils function of thecontrolled member 102 of the rolling kinematic couple, while thecylindrical surface of the segment 45 is the convex rolling surface 5.

The segment 45 is firmly connected with the basic member 4. Damping ofsuspension motion during springing in this embodiment is secured bymeans of the fluid shock absorber 75, which is an individual member ofthe suspension mechanism 7. In the given case the fluid shock absorber75 must be relatively long, so as to cover the whole range H5 of axletravel, which enables the lower spring-loaded arm.

In the not represented embodiment instead of the compression helicalspring 71 the draw helical spring is used, which with the end adjacentto the wheel 3 is attached to the body 70 of lower spring-loaded arm andwith the second end directly to the rope 74 of the controlled member102, which is being wound on the continual convex rolling surface of thesegment 45 of the controlling member 101.

In alternative embodiments of the rolling kinematic couple as a flexiblecontrolled member 102 the roller chain, or flat belt, vee-belt ortoothed belt is used. Segment 45 of the controlling member 101 is thenprovided with respective convex rolling surface 5 formed of rollingsurface of the chain wheel, or of rolling surface of the flat, v-belt ortoothed pulley. Segment 45 may be mounted on the basic member 4rotatably with forced rotation motion, similarly as at the embodimentsrepresented in the FIG. 3 a, 3 b, 4 a, 4 b.

The parallelogram suspension 8 of the wheel 3 represented in the FIG. 6a, 6 b is another alternative of embodiment according to the invention.Here, the springy and damping unit 80 is not directly a member ofkinematic mechanism of the suspension 8, but it is arranged separately.The springy and damping unit 80 comprises the compression helical spring81, inside of which there is arranged the fluid shock absorber 82. Inexemplary embodiment the cylinder 83 of the fluid shock absorber 82 withits blind end is in articulated manner connected with the lower arm 84of the parallelogram suspension 8 of the wheel 3. On cylinder 83 of thefluid shock absorber 82 the fixed support 85 of the spring 81 isattached. Piston rod 86 of the fluid shock absorber 82 is firmlyconnected with the shifting support 87 of the spring 81 and its extendedsection creates the rack 88 of controlled member 102 of the rollingkinematic couple. The compression helical spring 81 is inserted betweenthe fixed support 85 and the shifting support 87. The rack 88 engageswith gearing of the gear segment 42 of controlling member 101 of therolling kinematic couple being mounted rotatably or in the not repressedembodiment in a fixed manner, on the basic member 4. The tangentialposition of the rack 88 towards the gear segment 42 is ensured by meansof the linear guidance 46, which is mounted rotatably on the basicmember 4 axially with swinging axis 47 of the gear segment 42.

Here, the controlling member 101 of the rolling kinematic couple isrepresented by the gear segment 42, and the controlled member 102 of therolling kinematic couple is represented by the rack 88, while the convexrolling surface 5 is formed of the rolling surface of gearing of thesegment 42.

Alternatively, the blind end of the cylinder 83 of the fluid shockabsorber 82 instead of with the lower arm 84 of the suspension 8 may beconnected, in the not represented manner, for example with the pitman 89of parallelogram suspension 8 of the wheel 3.

The FIG. 7 a, 7 b represent the crank suspension 9 of the wheel 3 of thevehicle with moveable member 2 formed of the crank 99, which comprises aspringing suspension mounted in the body 90. The body 90 with one end isconnected with the basic member 4 in articulated manner. The compressionhelical spring 91 and the fluid shock absorber 92 are axially mountedinside the body 90. The end of the piston rod 93 of the fluid shockabsorber 92 is in a fixed manner connected with the body 90 in place ofits connection to the basic member 4. Cylinder 94 of the fluid shockabsorber 92 is in a shifting manner mounted on its piston rod 93. Thesecond end of a body 90 forms a fixed support 95 of the compressionhelical spring 91. The moveable support 96 of the compression helicalspring 91 is in a fixed manner connected with the moveable cylinder 94of the fluid shock absorber 92, so that it together with it movestowards the body 90. To the blind end of cylinder 94 of the fluid shockabsorber 92 with its one end there is connected the rope 97 forming thecontrolled member 102 of the rolling kinematic couple, which with itssecond end is attached to the curved circumferential surface of therounded body 98 forming the controlling member 101 of the rollingkinematic couple. In exemplary embodiment the rounded body 98 is of anelliptic shape of the convex rolling surface 5 and it is connected in afixed manner to the moveable member 2 formed of the crank 99 of thecrank suspension 9.

In the not represented embodiments the rounded body 98 is of anothersuitable shape of the convex rolling surface 5 and it is on the crank 99mounted in a not moveable manner and in another suitable position orrotatably with axis either in the swinging axis 41 of the crank 99, oreven outside of it.

In alternative embodiments of the rolling kinematic couple is used as acontrolled member 102 the roller chain, or flat belt, vee-belt ortoothed belt. The controlling member 101 is after then provided with arespective convex rolling surface 5 formed of a rolling surface of thechain wheel, or of a rolling surface of the flat, vee-belt or toothedpulley.

The rounded body 98 forming the controlling member 101 of the rollingkinematic couple may in another not represented embodiment be realisedby means of a gear segment, and the controlled member 102 by the rack,while the linear guidance of the rack similar to the embodimentrepresented in the FIG. 6 a, 6 b is used. In a case, that the gearsegment is a circular one and its axis lies in swinging axis of thecrank 99 the linear guidance may be immovable with respect to the basicmember 4.

The rounded body 98 as a controlling member 101 and the rope 97 as acontrolled member 102 are forming a rolling kinematic couple, whereasthe circumferential surface of the rounded body 98 is its convex rollingsurface 5.

Similarly as the moveable segments of previous embodiments the rotatablymounted rounded body 98 may as a controlling member 101 of thesuspension 9 with respect to the moveable member 2 exercise a relativemotion, which is derived e.g. from a relative motion of the moveablemember 2 with respect to the basic member 4 by means of the notrepresented coupling, or it is mediated by the individual propulsionitself.

Non-circular, in exemplary embodiment an elliptic, convex rollingsurface 5 enables to reach a variable gear ration between an angletravel of the moveable member 2 and compression of the spring 91.Through this the course of travel characteristics of the cranksuspension 9 of the wheel 3 may be affected in a suitable manner.

The advantage of wheel suspensions 3 of a vehicle for driving in a roughterrain in embodiments 1, 6, 7, 8, 9 according to the invention consistsin that it enables a great vertical travel of driving wheels of avehicle at its driving in terrain, while relatively short springs ofspring suspension of vehicle may be used. This reduces the demand as tothe space at installation of suspension, while the forces transferredfrom the suspension into the basic member 4 are acting in places whichare sufficiently dimensioned.

Through a suitable shaping of the convex rolling surface 5 on thecontrolling member 101 of rolling kinematic couple, the travelcharacteristics of vehicle spring suspension may be affected positivelyin a broad range.

If the controlling member 101 of the kinematic couple provided with aconvex rolling surface 5 is equipped with own propulsion, it may be withadvantage used as an active member of automatic stability controllingsystem of the basic member 4 of vehicle and the connectedsuper-structures.

The technological point of view is important as well. The suspensions ofvehicle wheels, in embodiment according to the invention mostly createcompact installation assemblies, which are installed into a vehicle atsimultaneous saving of installation time.

LIST OF REFERENTIAL MARKINGS

-   1 suspension (crank)-   11 compression helical spring-   12 fluid shock absorber-   13 cylinder (of fluid shock absorber)-   14 fixed support (of spring)-   15 shifting support (of spring)-   16 piston rod (of fluid shock absorber)-   17 rack (of controlled member)-   18 linear guidance-   2 moveable member of suspension mechanism-   21 body-   3 controlling wheel-   4 basic member of suspension mechanism-   41 swinging axis (of moveable member of suspension mechanism)-   42 gear segment (of controlling member)-   43 sector showing the range of motion-   44 sector showing the range of motion-   45 segment (smooth)-   46 linear guidance (of rack)-   47 swinging axis (of gear segment)-   5 convex rolling surface-   6 suspension (parallelogram with springy and damping unit integrated    in lower arm)-   60 body (of moveable member)-   61 pitman (of parallelogram wheel suspension)-   62 cylinder (of fluid shock absorber)-   63 fluid shock absorber-   64 fixed support of spring-   65 compression helical spring-   66 shifting support of spring-   67 piston rod (of fluid shock absorber)-   68 rack (of controlled member)-   69 linear guidance-   7 suspension (of McPherson type)-   70 body (of moveable member)-   71 compression helical spring-   72 fixed support of spring-   73 shifting support of spring-   74 rope-   75 fluid shock absorber (independent)-   8 suspension (parallelogram)-   80 springy and damping unit-   81 compression helical spring-   82 fluid shock absorber-   83 cylinder (of fluid shock absorber)-   84 lower arm of parallelogram suspension-   85 fixed support of spring-   86 piston rod (of fluid shock absorber)-   87 shifting support of spring-   88 rack (of controlled member)-   89 pitman (of parallelogram wheel suspension)-   9 suspension (crank type)-   90 body (of springy and damping unit)-   91 compression helical spring-   92 fluid shock absorber-   93 piston rod (of fluid shock absorber)-   94 cylinder (of fluid shock absorber)-   95 fixed support of spring-   96 shifting support of spring-   97 rope-   98 rounded body-   99 crank (of crank suspension)-   101 controlling member (of rolling kinematic couple)-   102 controlled member (of rolling kinematic couple)-   H1-H7 travel (of driving wheel)

1. Suspension of the wheel of vehicle, especially of vehicle for roughterrain driving, comprising basic member formed by a part of a vehiclechassis, moveable member formed by a swinging arm of the suspension ofthe wheel, and the helical spring, wherein, comprises a rollingkinematic couple, whose controlled member is formed by a elongated bodywhose rolling surface is engages with convex rolling surface ofcontrolling member of rolling kinematic couple, which is mounted on thebasis member of suspension of the wheel, whereas one end of the springis coupled with moveable member of suspension of the wheel, and thesecond end of spring is coupled with the controlled member of rollingkinematic couple.
 2. Suspension of the wheel of vehicle, especially ofvehicle for rough terrain driving, comprising basic member formed by apart of a vehicle chassis, moveable member formed by a swinging arm ofthe suspension of the wheel, and the helical spring, wherein, comprisesa rolling kinematic couple, whose controlled member is formed by aelongated body whose rolling surface is engages with convex rollingsurface of controlling member of rolling kinematic couple, which ismounted on the moveable member of suspension of the wheel, whereas oneend of the spring is coupled with the basic member of suspension of thewheel, and the second end of the spring is coupled with the controlledmember of rolling kinematic couple.
 3. Suspension according to claim 1,wherein the controlling member of the rolling kinematic couple on thebasic member of suspension is mounted in a fixed manner.
 4. Suspensionaccording to claim 1, wherein the controlling member of the rollingkinematic couple on the basic member of suspension is mounted in amoveable manner.
 5. Suspension according to claim 2, wherein thecontrolling member of rolling kinematic couple on the moveable member ofsuspension is mounted in a fixed manner.
 6. Suspension according toclaim 2, wherein the controlling member of rolling kinematic couple onthe moveable member of suspension is mounted in a moveable manner. 7.Suspension according to claim 4, wherein the controlling member ofrolling kinematic couple is coupled with another member of thesuspension of the wheel for generating its motion with respect to themember of suspension, on which the controlling member is mounted. 8.Suspension according to claim 4, wherein the controlling member ofrolling kinematic couple is coupled with individual propulsion servingto generate its motion with respect to the member of the suspension, onwhich the controlling member is mounted.
 9. Suspension according toclaim 8, wherein the individual propulsion serving to generate motion ofthe controlling member of rolling kinematic couple is controlled by asystem of automatic control of stabilised position of vehicle partscoupled with the basic member.
 10. Suspension according to claim 1,wherein the controlled member of rolling kinematic couple is the rack,whose rolling surface engages with convex rolling surface of thecontrolling member of rolling kinematic couple, while the convex rollingsurface is a toothed one.
 11. Suspension according to claim 1, whereinthe controlled member of rolling kinematic couple is a flexible member,whose rolling surface engages with convex rolling surface of thecontrolling member of rolling kinematic couple, while the surface shapecorresponding to the convex rolling surface corresponds to the surfaceshape corresponding to the rolling surface of flexible member and theflexible member with its end is attached to the convex rolling surfaceof the controlling member.
 12. Suspension according to claim 10, whereinthe mutual tangent the position of rolling surface of the controlledmember of rolling kinematic couple and of convex rolling surface of thecontrolling member of rolling kinematic couple is secured through thelinear guidance.